JP2605788B2 - Transmission control device - Google Patents

Description

The present invention relates to a control device for a transmission.

(B) Conventional technology A combination of a V-belt type continuously variable transmission mechanism and a gear mechanism, 2
Japanese Patent Application No. 62-4029, filed by the applicant of the present application, is a transmission that constitutes two transmission paths, obtains a large transmission ratio by a gear mechanism, and performs a lower transmission ratio shift by a continuously variable transmission mechanism. No. (JP-A-63-177682). This transmission has two clutches, a low clutch and a high clutch. When transmitting torque via the gear transmission path, the low clutch is engaged, and the torque is transmitted via the V-belt transmission path. When transmitting, the high clutch is engaged.

(C) Problems to be Solved by the Invention Although a control device for controlling the operation of the high clutch and the low clutch of the transmission as described above is not shown, a case where these are to be controlled by a hydraulic valve switched by a solenoid. Requires a solenoid for a low clutch and a solenoid for a high clutch. When the solenoid and the hydraulic valve are respectively used for the two clutches, the cost becomes high and the control device becomes complicated. An object of the present invention is to solve such a problem.

(D) Means for Solving the Problems The present invention supplies the high clutch with the same hydraulic pressure as the hydraulic pressure supplied to the hydraulic cylinder of the drive pulley, while the low clutch has an overstroke position at which the gearshift command valve exceeds the maximum gear ratio. The above problem is solved by supplying the hydraulic pressure that is output in the case of (1). In other words, the transmission control device according to the present invention includes a gear transmission path for transmitting a rotational force between an input shaft and an output shaft via a gear, and the gear transmission path via a V-belt type continuously variable transmission mechanism. (In the case of a single gear, the minimum gear ratio = fixed gear ratio, and in the case of multiple gears, the rotational force is smaller than the minimum gear ratio). And a V-belt transmission path for transmitting the rotational force. When transmitting the rotational force through the gear transmission path, the low clutch (44) is engaged, and the rotational force is transmitted through the V-belt transmission path. The transmission is intended for a control device of a transmission configured to engage the high clutch (60), and is used to control a groove interval of a driving pulley of a V-belt continuously variable transmission mechanism. Drive pulley cylinder chamber (20) and high clutch There are connected to the same oil passage (176), the same oil path, the shift command valve for controlling the transmission ratio of the V-belt type continuously variable transmission mechanism (11
The hydraulic pressure is supplied when 1) is at the position corresponding to the maximum gear ratio and the minimum gear ratio, and the hydraulic pressure is drained when it is at the overstroke position on the larger gear ratio side than the position corresponding to the maximum gear ratio. It is characterized by: Also, the low clutch is engaged when the shift command valve for controlling the speed ratio of the V-belt type continuously variable transmission mechanism is at an overstroke position on the side of the speed ratio larger than the position corresponding to the maximum speed ratio. Be composed. Further, a switching valve (500) may be provided in the middle of the oil passage to the high clutch so that the hydraulic pressure is supplied to the high clutch only in the forward range. In addition, the code | symbol in a parenthesis shows the corresponding member of the Example mentioned later.

(E) Operation In a state where the speed change command valve commands a speed ratio between the maximum speed ratio and the minimum speed ratio of the V-belt type continuously variable transmission mechanism, a predetermined hydraulic pressure is supplied to the cylinder chamber of the drive pulley. Since the hydraulic pressure in the cylinder chamber of the drive pulley is also supplied to the high clutch, the high clutch is engaged during that time. Therefore, during this time, the torque is transmitted via the V-belt transmission path. On the other hand, when the shift command valve is operated to the overstroke position on the side of the gear ratio larger than the maximum gear ratio position, the supply of the hydraulic pressure to the high clutch is stopped, and the hydraulic pressure is supplied to the low clutch. As a result, the rotational force is transmitted via the gear transmission path. Therefore, it is possible to control these clutches without providing a special solenoid for the high clutch and the low clutch. Further, by providing a switching valve that permits the supply of hydraulic pressure to the high clutch only in the forward range, a neutral state can be reliably achieved.

(F) Embodiment (First Embodiment) FIGS. 2 and 3 show skeleton diagrams of the transmission. A torque converter 12 is connected to an output shaft 10a of the engine 10. The torque converter 12 has a pump impeller 12a, a turbine runner 12b, and a stator 12c, and has a lock-up clutch 12d capable of connecting or disconnecting the pump impeller 12a and the turbine runner 12b. The turbine runner 12b of the torque converter 12 is connected to the drive shaft 14. A drive pulley 16 is provided on the drive shaft 14. The drive pulley 16 has a fixed cone member 18 fixed to the drive shaft 14 and a V-shaped pulley groove arranged opposite to the fixed cone member 18 and hydraulic pressure acting on the drive pulley cylinder chamber 20 of the drive shaft 14. And a movable cone member 22 that is movable in the axial direction. The driving pulley 16 is operably connected to a driven pulley 26 by a V-belt 24. The driven pulley 26 has a fixed cone member 30 fixed to the driven shaft 28, and a V-shaped pulley groove disposed opposite to the fixed cone member 30 to form a V-shaped pulley groove and hydraulic pressure acting on the driven pulley cylinder chamber 32. And a movable cone member 34 that can move in the direction. These drive pulley 16, V-belt 24 and driven pulley 26 constitute a V-belt type continuously variable transmission mechanism. Note that the maximum reduction ratio of the V-belt type continuously variable transmission mechanism is a forward drive shaft side gear described later.
The speed reduction ratio is set to be smaller than the speed reduction ratio between the forward gear 42 and the forward output shaft side gear 48. A hollow shaft 36 is rotatably supported on the outer periphery of the drive shaft 14, and a reverse drive shaft side gear 38 and a forward drive shaft side gear 42 are rotatably provided on the outer periphery of the hollow shaft 36. . The forward drive shaft side gear 42 and the reverse drive shaft side gear 38 can be selectively connected to the hollow shaft 36 so as to be selectively rotated integrally with the hollow shaft 36 by forward clutches 52 and reverse clutches 53 which are hydraulic clutches. is there. The drive shaft 14 and the hollow shaft 36 can be connected or disconnected from each other by a low clutch 44. A forward output shaft gear 48 is connected to the output shaft 46 arranged in parallel with the drive shaft 14 via a one-way clutch 40, and a reverse output shaft gear 50 is provided so as to rotate integrally. . The forward output shaft side gear 48 is always meshed with the forward drive shaft side gear 42 described above. The reversing output shaft side gear 50 always meshes with a reversing idler gear 56 that rotates integrally with a reversing idler shaft 54 that is rotatably provided. The reverse idler gear 56 always meshes with the above-described reverse drive shaft side gear 38. In FIG. 2, since not all members can be shown on the same cross section, the retreat idler shaft 54 and the retreat idler gear 56
Are indicated by broken lines, but actually have a positional relationship as shown in FIG. Further, for the same reason, the distance between the shafts, the diameter of the gears, and the like are not always shown accurately in FIG. 2, and for these, it is necessary to refer to FIG. The aforementioned driven shaft 28 is provided with a forward driven shaft side gear 58. The driven shaft 28 and the forward driven shaft side gear 58 are a high clutch.
60 can be connected or disconnected from each other. The forward driven shaft side gear 58 is always meshed with the reverse output shaft gear 50 (in FIG. 2, the forward driven shaft side gear 58 and the reverse output shaft gear 50 are not shown for convenience of illustration). Although they do not seem to engage, they actually engage each other as shown in FIG. 3). The forward driven shaft side gear 58 and the reverse output shaft side gear 50 have the same diameter. A reduction gear 62 is provided on the output shaft 46 so as to rotate integrally therewith, and the reduction gear 62 and the final gear 64 are always engaged. Differential mechanism 66 for final gear 64
Is provided. That is, a pair of pinion gears 68 and 70 are provided so as to rotate integrally with the final gear 64, and the pinion gears 68 and 70 are engaged with a pair of side gears 72 and 74, and the side gears 72 and 74 are respectively driven. It is connected to shafts 76 and 78.

By setting the low clutch 44 and the high clutch 60 to the disengaged state, the transmission of the torque of the drive shaft 14 to the output shaft 46 is cut off, and the neutral state is established.

In the case of running conditions requiring a relatively large driving force, such as when starting or climbing a slope, the forward clutch 52 and the low clutch 44 are engaged. The high clutch 60 is released. In this state, the torque of the output shaft 10a of the engine 10 is transmitted to the drive shaft 14 via the torque converter 12, and further transmitted from the drive shaft 14 to the hollow shaft 36 via the engaged low clutch 44. The rotational force of the hollow shaft 36 is transmitted to the forward drive shaft side gear 42 via the forward clutch 52, and transmitted from the forward drive shaft side gear 42 to the forward output shaft side gear 48 meshing therewith. Since the forward output shaft side gear 48 is connected via the one-way clutch 40 so as to rotate integrally with the output shaft 46, the rotational force is transmitted to the output shaft 46.
Next, the rotational force is transmitted to the differential mechanism 66 via the reduction gear 62 and the final gear 64, and the rotational force is distributed to the drive shafts 76 and 78 by the differential mechanism 66 to drive wheels (not shown). At the time of transmitting the torque as described above, the torque is not transmitted through the V-belt type continuously variable transmission mechanism, and the torque is transmitted via the gear mechanism. The rotational force is increased by the reduction ratio between the forward drive shaft side gear 42 and the forward output shaft side gear 48, so that a large drive force can be obtained.

Next, when the operating condition requires a relatively small driving force, the high clutch 60 may be engaged from the above state. As a result, the torque is transmitted through the V-belt type continuously variable transmission mechanism. That is, the rotational force of the drive shaft 14 is transmitted to the driven shaft 28 via the drive pulley 16, the V-belt 24 and the driven pulley 26, and further transmitted to the forward driven shaft side gear 58 via the high clutch 60 in the engaged state. Is transmitted.
Since the forward driven shaft side gear 58 meshes with the reverse output shaft side gear 50, the rotational force is transmitted to the output shaft 46, and the rotational force is further transmitted to the drive shafts 76 and 78 in the same manner as described above. . In this case, since the output shaft 46 rotates at a higher speed than the forward output shaft side gear 48, the one-way clutch 40
Becomes idle. For this reason, the low clutch 44 can be kept in the engaged state. Since the torque is transmitted by the V-belt type continuously variable transmission mechanism as described above, the gear ratio can be continuously changed by adjusting the V-shaped groove interval between the driving pulley 16 and the driven pulley 26. .

When the vehicle transmission is set in the reverse state, the following operation is performed. That is, the reverse clutch 53 is engaged, the reverse drive shaft side gear 38 rotates integrally with the hollow shaft 36, the low clutch 44 is engaged, and the high clutch 60 is released. In this state, the rotational force of the drive shaft 14 is output through the low clutch 44, the hollow shaft 36, the reverse clutch 53, the reverse drive shaft side gear 38, the reverse idler gear 56, and the reverse output shaft side gear 50. It is transmitted to 46. Since the reverse idler gear 56 is interposed in the power transmission path, the output shaft 46 is
Is rotated in the reverse direction to that described above. As a result, the vehicle can travel backward.

In the above-mentioned transmission, the forward clutch 52 and the reverse clutch 53 are hydraulic clutches. However, the clutch may be a synchronous meshing mechanism, and the switching may be performed by a hydraulic servo device.

Next, a control device of the transmission will be described. As shown in FIG. 1, the control device includes an oil pump 101, a line pressure regulating valve 102, a manual valve 104, a shift control valve 106, an adjustment pressure switching valve 108, a shift motor 110, a shift command valve 111, and a shift operating mechanism 112. , Throttle valve 114, constant pressure regulating valve 116, solenoid valve 1
18, the torque converter pressure regulating valve 120, the lock-up control valve 122 and the like.

The shift control valve 106 has five ports 172a, 172b, 172c, 1
A spool 17 having a valve hole 172 having 72d and 172e and three lands 174a, 174b and 174c corresponding to the valve hole 172.
4 and a spring 175 for pushing the spool 174 leftward in the figure. The port 172b communicates with the drive pulley cylinder chamber 20 via an oil passage 176, and the oil passage 176 also communicates with the high clutch 60. Port 172a and port 17
2e is a drain port. An orifice 177 is provided at the outlet of the port 172a. The port 172d communicates with the driven pulley cylinder chamber 32 via an oil passage 179. port
The line pressure 172c is supplied in communication with an oil passage 132 which is a line pressure circuit. The left end of the spool 174 is rotatably connected to a substantially central portion of a lever 178 of a shift operation mechanism 112 described later by a pin 181. Since the axial cross section of the land 174b has a curved shape, the line pressure supplied to the port 172c flows into the port 172b, but part of the line pressure is supplied to the port 172a.
Therefore, the pressure at the port 172b becomes a pressure determined by the ratio of the inflowing oil and the discharged oil. Therefore, as the spool 174 moves to the left,
Since the clearance on the line pressure side of b increases and the clearance on the discharge side decreases, the pressure of the port 172b gradually increases. On the other hand, the port 172d is normally supplied with the line pressure of the port 172c. The oil pressure at the port 172b is supplied to the drive pulley cylinder chamber 20 via the oil passage 176, and
The hydraulic pressure of 2d is supplied to the driven pulley cylinder chamber 32 via the oil passage 179. Therefore, when the spool 174 moves to the left, the pressure in the driving pulley cylinder chamber 20 increases, and the width of the V-shaped pulley groove of the driving pulley 16 decreases, while the width of the V-shaped pulley groove of the driven pulley 26 decreases. Becomes larger. That is, the V-belt contact radius of the driving pulley 16 increases and the V-belt contact radius of the driven pulley 26 decreases, so that the gear ratio decreases. Conversely, when the spool 174 is moved to the right, the speed ratio is increased by the opposite operation.

As described above, the lever 178 of the speed change operation mechanism 112 has the spool 174 of the speed change control valve 106 and the pin 181 almost at the center thereof.
One end of the lever 178 is connected to the speed ratio transmitting member 158 by a pin 183, and the other end is connected to the rod 182 of the speed change instruction valve 111 by a pin 185. The rod 182 has a rack 182c, which meshes with a pinion gear 110a of the speed change motor 110. In such a shift operation mechanism 112,
By rotating the pinion gear 110a of the transmission motor 110 to move the rod 182, for example, rightward in the figure, the lever 178 rotates clockwise about the pin 183 as a fulcrum, and the transmission control valve 106 connected to the lever 178 is rotated. Move the spool 174 to the right. This allows the drive pulley to
The movable cone plate 16 of FIG. 16 moves rightward in FIG. 2 to increase the gap between the V-shaped pulley grooves of the driving pulley 16 and, at the same time, reduce the gap between the V-shaped pulley grooves of the driven pulley 26. And the gear ratio increases. Since one end of the lever 178 is connected to the speed ratio transmitting member 158 by the pin 183, the speed ratio transmitting member 15 is moved with the movement of the movable cone plate 22.
When 8 moves leftward in FIG. 1, the lever 178 will rotate clockwise about the pin 185 on the other end of the lever 178 in the future. Therefore, the spool 174 is pulled back to the left, and the drive pulley 16 and the driven pulley 26 are set to have a small gear ratio. The spool 17
4. The drive pulley 16 and the driven pulley 26 are stabilized at a predetermined speed ratio corresponding to the rotational position of the speed change motor 110. The same applies when the speed change motor 110 is rotated in the reverse direction. The rod 182 can move further to the right (overstroke position) in the figure beyond the position corresponding to the maximum gear ratio. When the rod 182 moves to the overstroke position, the changeover detection switch 298 is activated. Input to the control device. Therefore, when the speed change motor 110 is operated according to a predetermined speed change pattern, the speed ratio changes accordingly, and the speed change of the continuously variable transmission mechanism can be controlled by controlling the speed change motor 110.

The rotational position of the transmission motor 110 is determined according to the pulse number signal sent from the electronic control unit. The pulse number signal from the electronic control unit is given according to a predetermined shift pattern.

The adjustment pressure switching valve 108 has a valve body formed integrally with the rod 182 of the shift command valve 111. That is, the adjustment pressure switching valve 1
08 is a valve hole 186 having ports 186a, 186b, 186c and 186d.
And lands 182a and 182b formed on the rod 182. Port 186a is in communication with oil passage 188. The port 186b communicates with the solenoid valve 118 via an oil passage 190.
Port 186c is in communication with oil passage 189. Port 186d is a drain port. Normally, the port 186a and the port 186b communicate between the lands 182a and 182b, but the port 186a is closed only when the rod 182 moves to the overstroke position beyond the position corresponding to the speed ratio maximum value, The ports 186b and 186c communicate with each other. The above oil passage 189 communicates with the low clutch 44.

The configuration of the valve other than the above is basically the same as that disclosed in Japanese Patent Application Laid-Open No. 61-105351.

Next, the operation of this embodiment will be described. Variable speed motor
When 110 is operated to the larger gear ratio side and the rod 182 is moved to the overstroke position exceeding the maximum gear ratio position,
The adjustment pressure switching valve 108 is in the state shown in the lower half in FIG. 1, the oil passage 190 and the oil passage 189 are in communication, and the hydraulic pressure of the low clutch 44 can be adjusted by the solenoid valve 118. Thus, the low clutch 44 can be engaged with a predetermined torque capacity corresponding to the hydraulic pressure adjusted by the solenoid valve 118. As described above, when the adjustment pressure switching valve 108 is in the overstroke position, the spool 174 of the shift control valve 106 connected to the rod 182 and the lever 178 is pushed rightward in FIG. It communicates with the drain port 172a. For this reason, the hydraulic pressure of the drive pulley cylinder chamber 20 and the high clutch 60 is drained. After all, low clutch
Only 44 is fastened, and the rotational force is transmitted through the gear mechanism as described above. In this state, the rotational force is increased by the reduction ratio between the forward drive shaft side gear 42 and the forward output shaft side gear 48, and a large drive force can be obtained.

Next, when the driving conditions are such that the driving force can be relatively small,
The speed change motor 110 operates toward the lower speed ratio side, and the rod 182
Is moved beyond the maximum speed ratio position from the overstroke position to a lower speed ratio side. In response, the shift control valve 10 which is connected to the rod 182 by the lever 178
The spool 174 of FIG. 6 also moves to the left in FIG. 1, and enters a predetermined shift control state. That is, the communication state of the port 172b to the drain port 172a is cut off, and the port 172b is
A state in which hydraulic pressure is supplied from 172c is established. Accordingly, the hydraulic pressure is supplied to the drive pulley cylinder chamber 20, the stepless speed change mechanism is brought into a predetermined speed ratio state, and the high clutch 60 is engaged. As a result, the torque is transmitted by the V-belt type continuously variable transmission mechanism, and the gear ratio can be continuously changed by adjusting the V-shaped groove interval between the driving pulley 16 and the driven pulley 26. During this time, the low clutch 44 is held in the engaged state, but the one-way clutch 40
Is in an idling state, so that the rotational force is transmitted via the V-belt type continuously variable transmission mechanism as described above. In this state, since the oil passages 188 and 190 communicate with each other by the adjustment pressure switching valve 108, the solenoid valve 118 can control the lock-up control valve 122, and thereby the engagement state of the lock-up clutch 12d changes. It will be controlled by 118. FIG. 4 is a table showing the state of hydraulic pressure supply to each element in the P, R, N, D and L ranges. In the P and N ranges, since the shift command valve 111 is in the overstroke position and the solenoid valve 118 is in the drain state, no hydraulic pressure acts on the low clutch 44. FIG. 5 shows a change state of each oil pressure corresponding to the stroke of the rod 182 of the shift command valve 111. FIG. 6 shows a shift command valve 11.
7 shows changes in the hydraulic pressure of the drive pulley cylinder chamber 20 and the driven pulley cylinder chamber 32 that change in accordance with the stroke of one rod 182. As shown in FIG.
Is gradually increased from a region where the speed ratio is slightly larger than the maximum speed ratio, and the same oil pressure is supplied to the high clutch 60, so that the high clutch 60 is smoothly engaged, and the gear Shock at the time of switching from the transmission path to the V-belt transmission path is also reduced.

Second Embodiment FIG. 7 shows a second embodiment of the present invention. This second embodiment is similar to the high clutch 6 of the oil passage 176 of the first embodiment shown in FIG.
A switching valve 500 is provided at a portion branched to the 0 side. The switching valve 500 is switched by the forward signal pressure of the oil passage 142, and communicates the oil passage 176 only during forward movement, and drains the high clutch 60 except during forward movement. Therefore, in the N, R, and P ranges other than during forward movement, V
Power is not transmitted by the belt-type continuously variable transmission. Thus, for example, when the driver selects the N range while driving in the D range, the high clutch pressure 60 is drained and the vehicle immediately enters the neutral state. Similarly, in the case of the first embodiment, if the selection from the D range to the N range is performed during traveling, the high clutch 60 is in the engaged state, and the transmission motor 110 operates to the overstroke position.
Sudden engine brake is activated temporarily. In the first embodiment, when the D range is selected from the D range to the R range during forward running, an interlock occurs. In the second embodiment, this is also prevented.

(G) Effect of the Invention As described above, according to the present invention, the same hydraulic pressure as that of the driving pulley cylinder chamber is supplied to the high clutch, and the low clutch is provided with the gearshift command valve exceeding the maximum gear ratio position. Since the hydraulic pressure is supplied when in the overstroke position, there is no need to provide a dedicated solenoid valve or the like for controlling the high clutch and the low clutch, thereby reducing the cost and simplifying the control device. it can.

[Brief description of the drawings]

1 is a diagram showing a control device of the transmission according to the present invention, FIG. 2 is a skeleton diagram of the transmission, FIG. 3 is a diagram showing a positional relationship between shafts of the transmission shown in FIG. 2, and FIG. FIG. 5 is a diagram showing a combination of hydraulic pressures supplied to each element in each range, FIG. 5 is a diagram showing a hydraulic pressure state that changes according to a stroke of a shift command valve, and FIG. 6 is a change in hydraulic pressure of a cylinder chamber of a pulley. FIG. 7 is a diagram showing a second embodiment. 20 …… Drive pulley cylinder chamber, 44 …… Low clutch, 60
…… High clutch, 111… Shift command valve, 176 …… Oil passage,
500 ... Switching valve.

Claims (3)

(57) [Claims] 1. A gear transmission path for transmitting a rotational force between an input shaft and an output shaft via a gear, and a minimum transmission ratio of the gear transmission path via a V-belt type continuously variable transmission mechanism. A V-belt transmission path for transmitting torque in the region of the gear ratio;
Wherein the low clutch is engaged when transmitting torque through the gear transmission path, and the high clutch is engaged when transmitting torque via the V-belt transmission path. A drive pulley cylinder chamber for controlling a groove interval of a drive pulley of a V-belt type continuously variable transmission mechanism and the high clutch are connected to the same oil passage; This same oil passage
Hydraulic pressure is supplied when the shift command valve for controlling the speed ratio of the belt-type continuously variable transmission mechanism is in the position corresponding to the maximum speed ratio and the minimum speed ratio, and the speed ratio is further increased than the position corresponding to the maximum speed ratio. A control device for a transmission, wherein hydraulic pressure is drained when the vehicle is at a large overstroke position. 2. The control device for a transmission according to claim 1, wherein the low clutch is configured to be engaged when the shift command valve is at the overstroke position. 3. An oil passage is communicated with a portion of the same oil passage that branches to the high clutch side when the forward range is selected, and is high when a range other than the forward range is selected. 3. The control device for a transmission according to claim 1, further comprising a switching valve for draining a hydraulic pressure of the clutch.